Remote control arrangement for a reciprocating internal combustion engine



1966 M. MOOR 3,282,259

REMOTE CONTROL ARRANGEMENT FOR A RECIPROCATING INTERNAL COMBUSTION ENGINE Filed Oct. 22, 1964 NW MN M aw Q mm mv Jm enlar: /1A R10 N 00R flr TOR/Vi)- United States Patent 3 282,259 REMOTE CONTROL ARRANGEMENT FOR A RECIPROCATING INTERNAL COMBUSTION ENGINE Mario Moor, Winterthur, Switzerland, assignor to Sulzer Brothers Limited, Winterthur, Switzerland, a corporation of Switzerland Filed Oct. 22, 1964, Ser. No. 405,895 Claims priority, application Switzerland, Oct. 22, 1963, 13,022/ 63 9 Claims. (Cl. 123-41) The invention relates to an arrangement for remotely controlling a reciprocating internal combustion engine having an element for adjusting the rate of fuel supply, a starting member for operating a starting device, and a control device acting via a servomotor on the element for adjusting the rate of fuel supply, more particularly for controlling a ship-propulsion engine from the bridge.

In the arrangement according to the invention, the control device when moved from no-fuel-supply position, acts by way of a time-limiting device upon a stick or holding element which allows control medium to pass to a servomotor of the starting member and also operates a subordinate control member which, via a second servomotor, brings the member for adjusting the rate of fuel supply into a position associated with starting the engine; a controller is provided which, when the engine has run up to a predetermined maximal starting speed, disconnects the stick or holding element and terminates the operation of the servomotor for the starting member and of the control member for adjusting the starting position of the fuel supply adjusting member.

The invention will be described with reference to an embodiment diagrammatically illustrated in the drawing. The valves, servomotors and control members of the arrangement according to the invention are shown in a position corresponding to the first phase of a starting operation.

In order not to overload the drawing, in addition to the arrangement according to the invention, only such conventional parts of the associated marine engine, for

instance, a diesel engine, are shown which directly co-.

operate with the remote-control mechanism according to the invention. All other parts of the engine have been omitted.

Referring more particularly to the drawing, numeral 1 designates a fuel-control lever which acts via a linkage 2 upon an input lever 3 of a controller 4 provided in the conventional manner with an output lever 5 acting via a linkage 6 on a device, not shown, for adjusting the quantity of fuel injected by fuel-injection pumps, not shown. The controller 4 is driven via gearing 7, 8 by a shaft 10 operatively connected to the engine crankshaft, not shown. The linkage 6 cooperates in a conventional manner with a link 11 connected to a spring-loaded piston 12 in a hydraulic cylinder 13 connected by a pipe 14 to a rotary valve 15 which is operated, via levers 16, 17, by a friction clutch 18 disposed on an engine camshaft 20. The supply of a hydraulic pressure fluid to the valve 15 is controlled by a rotary valve 21 connected by a pipe 22 to a source, not shown, of hydraulic pressure fluid. Depending upon its position, the valve 21 allows the pressure 3,282,259 Patented Nov. 1, 1966 fluid to flow to the valve 15 either through a pipe 23 or through a pipe 24. Connected to the pipes 23, 24 are pipes 23', 24', respectively, extending to a conventional reversing mechanism, not shown, which depending upon the type of engine served by the system, adjusts, for example, a control shaft, for instance, the camshaft 20 of fuel-injection pumps. The valve 21 is connected in known manner by a lever 25 and rod 26 to a lever 27 provided with a roller 28 placed in a groove 30 in a cam disc 31 forming part of a ships telegraph. The lower end of the rod 26 is connected to a lever 32 having a projection 33 cooperating with a projection 34. of a starting lever 35 which is connected via a link 36 to a lever 37 which controls in the conventional manner a valve 38 controlling the supply of starting air to a pneumatic starter which is conventional and not shown.

Movement of the disc 31 of the ships telegraph pivots the levers 27, 25 and 32 either upwards or downwards as seen in the drawing or into a central position corresponding to the stop position of the telegraph. In this stopposition the engine is stopped, and the projections 33, 34 prevent operation of the starting lever 35. The valve 21 cuts off the supply of hydraulic medium to the valve 15 and therefore to the hydraulic cylinder 13. In the absence of hydraulic pressure, the spring-loaded piston 12 is pushed down by its spring and pulls the linkage 6 into a position in which there is no injection of fuel into the engine cylinders. When the disc 31 pivots the levers 25, 32 upwards, the engine runs, for instance, for moving the ship ahead, and when the disc 31 pushes the levers 25, 32 downwards, the engine runs for moving the ship astern. In these two positions the hydraulic pressure operates the piston 12 in the cylinder 13, and the lever 1 can be used to control the rate of fuel injection if the valve 15 is in the position wherein, whichever of the pipes 23 or 24 is pressurized, is connected to the pipe 14. This ensures that the engine rotates in the desired direction.

According to the invention, the levers 32, 37 and 1 are provided with servomotors 40, 41 and 42, respectively, preferably of the pneumatic type. The servomotor 40 is of the kind which has two supply lines 61 and 62 and three piston positions, i.e., a central position, when the two supply lines are both pressurized, and two end positions, depending upon which of the two supply lines is connected to the compressed air supply. The servomotor 42 is so devised that its piston moves to the left as seen in the drawing in proportion to the pressure increase in a pipe connected to the servomotor. To this end, and as diagrammatically shown in the drawing for reasons of simplicity, the piston of the servomotor 42 is loaded by a spring which is compressed according to the pressure acting on the piston. As a rule, however, a known servomotor having a control valve and follow-up is used. According to the invention, the groove 30 in the disc 31 is formed with a notch 43 allowing movement of the lever 27 and rod 26 without movement of the disc 31. The ships telegraph is marked remote control in the position wherein the roller 28 is movable in the notch 43. When the disc 31 is in the remote control position a cam 44 acting on an air valve 45 which connects a source supply of compressed air to the pneumatic remote-control system according to the invention. The valve 45 acts as an activating means for the pressure fluid supply means operating the remote control system according to the invention.

The arrangement according to the invention also comprises a control device S located on the bridge of the ship. The device S includes a control lever 46 which can be pivoted around an axis 46 from a central position and which is connected to two cam discs 47, 48. The cam disc 47 cooperates with two pneumatic valves 50, 51; when the lever 46 pivots from its central position, one or the other of the valves 50, 51 is operated according to the hand of such pivoting. The cam disc 48 acts on a pneumatic pressure controller 52 which produces in a line 53 connected to its output a pneumatic pressure increasing in proportion to the extent of movement of the lever 46 away from its central position. The control device or system S formed by lever 46, cams 47, 48 and valves 50 to 52 is connected by a pipe 54 to a pressure fluid supply line 49 connected via the valve 45 in the ships telegraph to a source of pressure fluid, for example compressed air, not shown. The device S has as outputs the air line 53 and two air lines 55, 56, the line 55 being connected to the valve 50 and the line 56 being connected to the valve 51. The line 55 is connected to a pneumatic valve 57 and the line 56 is connected to a pneumatic valve 58. Each of the valves 57, 58, like the other pneumatic or pressure fluid operated valves used in the arrangement and yet to be described, comprises a cylinder a containing a piston 12 connected to a changeover or venting valve c. The latter and the piston b are forced by a spring d in a direction opposite to the direction in which the pressure medium is operative. The spring at and valve are disposed in a casing e. Of course, other devices operating in the same way, such as slide or piston or rotary valves, or the like, can be used.

The pneumatic valves 57, 58 depressurize or vent, depending upon which of them is operated, one or the other of pipe lines 61, 62 which are connected to the servomotor 40 at the opposite sides of the piston thereof. If the pipe lines 61 and 62 are both pressurized, the piston of the servomotor 40 is in its central position.

The pneumatic lines 55, 56 are connected by lines 63, 64 to a pneumatic junction or switching valve 65 in which a moving piston acts in the conventional manner to connect the compressed air supply from the pressurized line to an output line 66 and to close the other line. The line 66 extends to the actuating cylinder of a pneumatic venting valve 67 adapted to connect a line '70 to a connecting line 68 connected to the pressure fluid supply line 49 or to vent the line 70. The line 70 terminates in a line 71 connected to the control cylinders of two pressure fluid actuated pneumatic valves 72, 73. In the portion of the line 71 connecting the line 70 to the control cylinder of the valve 73 a throttle 74 and a nonreturn valve 75 are arranged in parallel relation, the valve 75 closing flow of air in the direction towards the valve 73. Also connected to said portion of the line 71 is a cylinder or container 76. The elements 74-7 6 form a timing device, the container 76 being filled slowly by air passing through the throttle 74. The air in the container 76 must have a predetermined pressure before the pneumatic venting valve 73 is operated. The valves 72 and 73 are connected in series in a pressure fluid supply line 77 extending to a pneumatic switching valve 78 which is connected through a line 80 to a pressure fluid supply line 81 extending to the servomotor 41 of the starting valve 38 and of the starting lever 35. The pneumatic switch or junction 78 directs compressed air from the lines. 77 or 80 to a line 82 extending to the control cylinder of a pneumatic venting valve 83 controlling the supply of compressed air from the supply line 49 through a connecting line 84 to a pneumatic valve 85 and therefrom into the line 81 and controller which, with the engine running at a predetermined speed, for instance, of 30 revolutions per minute, allows a hydraulic pressure medium to flow to the control cylinder of the valve 87. The oil pressure in the pipe 14 acts upon the valve 88 via a connecting line 91.

The control cylinders of two pneumatic venting valves 93, 94 are connected via a line 92 to the line 81 extending to the servomotor 41. The valve 93 provides a connection, via a line 97 and a pneumatic junction or switch 98, between the line 53 connected to the control device S and a line 180 extending to the servomotor 42. The pneumatic valve 94 is connected via a pressure-reducing device 101 and a connecting line 102 to the supply line 49 for connecting the latter to the second inlet of the pneumatic switching valve 98.

When, as shown in the drawing, the lever 46 of the control device S of the arrangement according to the invention is pivoted from the central position marked 0 to the right, for forward drive, the valve 51 is opened and compressed air from the line 49 operates the valve 58 for evacuating the line 62. The compressed air in the line 61 raises the piston of the servomotor 48, as is required if forward movement of the vessel is desired. Of course, the disc 31 of the ships telegraph has previously been moved into the remote control position so that the supply line 49 is connected via the valve 45 to the source of compressed air and the roller 28 is free to move in the notch 43.

The compressed air in the line 64 passes via the pneumatic switch valve 65 to the line 66 and effects connection of the line 70 through line 68 to the pressure fluid supply line 49. The compressed air in the line 70 passes into the left hand part of the line 71 so that the valve 72 is operated to pass compressed air therethrough and through the valve 73 and the line 77 to the pneumatic switching valve 78 and therefrom to the valve 83 to connect the line 84 to the line 81. The compressed air passing through line 81 operates the servomotor 41 and thereby the starting valve 38. The projections 33, 34 on the levers 32, 35 do not block the lever 35 since the device 48 has already moved the lever 32 into a position corresponding to forward movement of the vessel. The compressed air from the line 81 also acts via the line 92 to operate the valves 93, 94. The first result of this is that, via a pressure-reducing device 101, air of a predetermined reduced pressure passes through the switching valve 98 and line into the servomotor 42, moving the fuel lever 1 into a position suitable for starting and determined by the magnitude of the air pressure. Preferably, the fuel supply is adjusted to amount to less than maximal fuel injection, since the engine has little air available when it starts, but to amount to more than the fuel injection required for idling.

When the'leverl has moved intothe appropriate position and the valve 38 has been operated, the conventional starting mechanism slowly rotates the engine. Meanwhile, so much air has passed through the throttle 74 into the cylinder 76 that the valve 73 is placed into position for venting line 77 to stop supply of compressed air to the pneumatic switching valve 78. However, the valve 83 remains in the position shown due to the pres sure in the line 81, and continues to connect the lines 84 and 81. Since operation of the starting valve 38 continues the engine accelerates until its speed reaches, for instance 30 rpm, to which the controller 90 is ad justed, whereafter pressure fluid is supplied from a source, not shown, to operate the valve 87. Provided that the engine has started running in the desired direction and that the valve 15 has allowed pressure to become operative in the line 91 so that the valve 88 is in the position shown in the drawing, the valve 87 connects the line 86 to the supply line 49. The pressure in the line 86 operates the valve 85 and causes evacuation of the line 81. Op eration of the starting valve 38 is therefore discontinued; simultaneously, the line 92 exhausts. The valve 94 dis connects the pressure-reducing device 101 from the pneumatic switching valve 98, and the valve 93 connects the line 53 through pipe 97 to the line 100. The fuel lever 1 is now acted upon by the pressure controller 52 and is no longer actuated by the air pressure adjusted by the reducing device 101. The servomotor 42 moves the fuel lever 1 into a position corresponding to the position of the lever 46.

To change the direction of rotation of an internal combustion engine provided with the arrangement according to the invention, the lever 46 of the control device S is moved counterclockwise so that the valves 57, 58 and the servomotor 40 move the valve 21 into the new position. Since the engine camshaft 20 continues to rotate for a short time in the previous direction, the pressure normally acting on the piston 12 and on the pneumatic valve 88 ceases. Consequently, the linkage 6 is locked and fuel injection is stopped. The valve 88 vents the line 86. Also, and as hereinbefore described, a braking operation starts, to be followed by a restart by means of compressed air in the new direction of rotation.

With the arrangement according to the invention, a ships engine can be remotely controlled from the bridge of the ship, the control covering all normal control operations, such as starting, reversing and adjustment of power in both starting directtions. The existing control elements of the engine need not be modified and can be used directly whenever required. This is of great advantage in the event of failure of the remote control system. Another advantage of the arrangement according to the invention is that it can be implemented by commercially available elements, such as valves, servomotors, pressure-regulating valves and so on, and such parts can be replaced readily. If the elements used are mechanical as is the case in the described and illustrated embodiment of the invention, they can readily be repaired and maintained with the means available on board a ship.

The use according to the invention of the time element formed by the two pressure-control valves 72, 73, together with the stick or holding device 78, 83, has the advantage that a start can be effected only once at a single movement of the control lever 46. If the engine fails to start after reaching the present speed, for instance, of 30 r.p.m., and does not continue to run on its own, the line 70 must first be vented before further fresh air can be supplied for starting, so that the valve 73 can restore the connection to the servomotor 41. However, the line 70 can be vented only if none of the lines 63, 64 is pressurized. This is the case only when the lever 46 is in its central position. Consequently, with the arrangement according to the invention, once the engine has reached the preset speed but has failed to start, the control lever 46 must be returned to its centralposition before the effort to start the engine can be renewed. It is not possible that, if there is a failure or, for instance, if no fuel is supplied, the engine continues to run at the predetermined starting speed, for example 30 r.p.m., on compressed air until the entire supply of compressed air is exhausted.

Of course, the invention is not limited to the embodiment hereinbefore disclosed. The invention may be implemented by analogous means, for example, hydraulic or electrical devices.

I claim: a

1. A remote control system for an internal combustion engine having a device for starting the engine, and a device for adjusting the fuel supply to the engine, said system comprising:

a first servomotor for actuating said starting device,

a second servomotor for actuating said fuel-supply adjusting device,

a control device including means movable from a position corresponding to no fuel supply to consecutive positions corresponding to increasing fuel supply,

control-signal supply means operatively connected to said control device and to said first servomotor for actuating the latter to start the engine and to said second servomotor for actuating said fuel-supply adjusting device to admit fuel to the engine at a rate suitable for starting, upon movement of said means of said control device from the position corresponding to no fuel supply, and

an engine-speed-responsive device,

said control-signal supply means including means op eratively connected to said engine-speed-responsive device for stopping control signal supply to said servomotors and stopping actuation of said starting device by the first servomotor and for stopping actuation of said fuel-supply-adjusting device by said servomotor, when the engine speed has reached a predetermined value,

said control-signal supply means including timing means for stopping supply of control signals from said control device to said first and second servomotors for stopping actuation of said starting device and of said fuel-supply-adjusting device by said servomotors after a predetermined period of time and when the engine speed has reached a predetermined value.

2. A remote control mechanism for an internal combustion engine having a device for starting the engine, and a device for adjusting the fuel supply to the engine, said mechanism comprising:

a first pressure-fiuid-actuated servomotor for actuating said starting device,

a second pressure-fluid-actuated servomotor for actuating said fuel-supply-adjusting device,

a control device including means movable from a .posi tion corresponding to no fuel supply to consecutive positions corresponding to increasing fuel supply,

pressure-fluid supply means operatively connected to said control device for control thereby and to said first servomotor for actuating the latter to start the engine and to said second servomotor for actuating said fuel-supply-adjusting device to admit fuel to the engine at a rate suitable for starting, upon movement of said means of said control device from the position corresponding to no fuel supply, and

an engine-speed-responsive device,

said pressure-fluid supply means including valve means operatively connected to said engine-speed-responsive device for stopping pressure-fluid supply to said servomotors and stopping actuation of said starting device by said first servomotor and for stopping actuation of said fuel-supply-adjusting device by said second servomotor when the engine speed has reached a predetermined value, said pressure-fluid supply means including timing means for stopping supply of pressure fluid to said first and second servomotors for stopping actuation of said starting device and of said fuel-supply-adjusting device by said servomotors after a predetermined period of time and when the engine speed has reached a predetermined value.

3. A remote control mechanism as defined in claim 2 wherein said pressure-fluid supply means includes a portion connected to said control device, said timing means including a valve including a spring holding said valve in pressure-fluid-conducting position and pressure-fluidoperable actuating means counteracting said spring, a pressure-fluid container communicating with said pressure-fiuid-operable actuating means, and throttle means connecting said portion of said pressure-fluid supply means to said container.

4. A remote control mechanism for an internal combustion engine having a device for starting the engine, and a device for adjusting the fuel supply to the engine, said mechanism comprising:

a first pressure-fluid-actuated servomotor for actuating said starting device,

' a second pressure-fluid-actuated servomotor for actuating said fuel-supply-adjusting device,

a control device including means movable from a position corresponding to no fuel supply to consecutive positions corresponding to increasing fuel supply,

first pressure-fluid supply means connected to said first servomotor for supplying pressure fluid thereto,

second pressure-fluid supply means connected to said second servomotor for supplying pressure fluid thereto,

a first pressure-fluid-actuated valve interposed in said first pressure-fluid supply means,

a second pressure-fluid-actuated valve interposed in said second pressure-fluid supply means,

third pressure-fluid supply means operatively connected to said control device for control thereby and to said first valve for actuating said first valve upon movement of said means of said control device from the position corresponding to no fuel supply, to supply pressure fluid to said first servomotor for starting the engine,

a control conduit connecting said first pressure-fluid supply means to said second valve for actuating said second valve when pressure fluid is supplied to said first servomotor, to supply pressure fluid to said second servomotor for actuating said fuel-supply-adjusting device to admit fuel to the engine at a rate suitable for starting,

a third pressure-fluid-actuated valve interposed in said first supply means between said first valve and said first servomotor, and

an engine-speed-responsive device operatively connected to said third valve for stopping pressure-fluid supply to said first servomotor and to said second valve for stopping pressure-fluid supply through said second pressure-fluid supply means to said second servomotor, when the engine speed has reached a predetermined value.

5. A remote control mechanism as defined in claim 4 wherein said third pressure-fluid supply means includes a fourth valve and timing means connected thereto for actuating said fourth valve to stop supply of pressure fluid by said third supply means after a predetermined period of time after actuation of said first valve, said third pressure-fluid supply means being connected to said first pressure-fluid supply means between said third valve and said first servomotor, a switching valve being inserted in said third supply means downstream of said fourth valve and connected to said first valve for conducting pressure fluid to said first valve for actuation thereof when said fourth valve permits supply of pressure fluid by said third supply means and when said third valve permits pressure fluid supply to said first servomotor.

6. A remote control system for an internal combustion engine having a device for starting the engine, and a device for adjusting the fuel supply to the engine, said system comprising:

a first servomotor for actuating said starting device,

a second servomotor for actuating said fuel-supplyadjusting device,

a control device including means movable from a position corresponding to no fuel supply to consecutive positions corresponding to increasing fuel supply,

first control-signal supply means operatively connected to said control device and to said first servomotor for actuating the latter to start the engine and to said second servomotor for actuating said fuel-supplyadjusting device to admit fuel to the ,engine at a rate suitable for starting, upon movement of said means of said control device from the position corresponding to no fuel supply,

' an engine-speed-responsive device,

said first control-signal supply means including means operatively connected to said engine-speed-responsive device for stopping control-signal supply to said servomotors and stopping actuation of said starting device by the first servomotor and for stopping actuation of said fuel-supply-adjusting device by said second servomotor, when the engine speed has reached a predetermined value,

said first control-signal supply means including timing means for stopping supply of control signals from said control device to said first and second servomotors for stopping actuation of said starting device and of said fuel-supply-adjusting device by said servomotors after a predetermined period of time and when the engine speed has reached a predetermined value, and

second control-signal supply means operatively connected to said control device and to said second servomotor for actuating the latter when supply of pressure fluid to said servomotors through said first control-signal supply means is stopped and said means of said control device is moved to positions corresponding to increased fuel supply.

7. A remote control system for an internal combustion engine propelling a vessel provided with a ships telegraph, said engine including a device for starting the engine, and a device for adjusting the fuel supply to the engine, said system comprising:

a first servomotor for actuating said starting device,

a second servomotor for actuating said fuel-supplyadjusting device,

a control device including means movable from a position corresponding to no fuel supply to consecutive positions corresponding to increasing fuel supply,

control-signal supply means operatively connected to said control device and to said first servomotor for actuating the latter to start the engine and to said second servomotor for actuating said fuel-supplyadjusting device to admit fuel to the engine at a rate suitable for starting, upon movement of said means of said control device from the position correspond ing to no fuel supply,

an engine-speed-responsive device,

said control-signal supply means including means op eratively connected to said engine-speed-responsive device for stopping control signal supply to said servomotors and stopping actuation of said starting device by the first servomotor and for stopping actuation of said fuel-supply-adjusting device by said servomotor, when the engine speed has reached a predetermined value,

said control-signal supply means including timing means stopping supply of control signals from said control device to said first and second servomotors for stopping actuation of said starting device and of said fuel supply-adjusting device by said servomotors after a predetermined period of time and when the engine speed has reached a predetermined value, and

activating means'for said control-signal supply means,

said ships telegraph including an element capable of manipulation into a position corresponding to remote control of the engine,

said last mentioned element being operatively connected to said activating means for activating said control signal supply means when said element is in the position corresponding to remote control of the engine.

8. A remote control system as defined in claim 7 wherein said element of the ships telegraph is in the form of a cam disc having a'cam engaging said activating means when said element is in the position corresponding to remote control of the engine.

; 9. A remote control system as defined in claim 7 for an internal combustion engine having a reversing mechanism and wherein said means of said control device is movable into a position corresponding to forward drive and into a position corresponding to reverse drive, said remote control system including means operatively connected to said control device and to said reversing mechanism for actuating the latter according to the position of said means of said control device, said element of the ships telegraph including a cam groove, said reversing mechanism including a cam follower roller received in said cam groove, and said cam groove having a portion permitting free movement of said cam follower roller when said element of the ships telegraph is in the position corresponding to remote control of the engine.

References Cited by the Examiner UNITED STATES PATENTS 2,640,312 6/1953 Miller 123-41 X 5 FOREIGN PATENTS 885,616 12/1961 Great Britain.

MARK NEWMAN, Primary Examiner.

10 W. E. BURNS, Assistant Examiner. 

7. A REMOTE CONTROL SYSTEM FOR AN INTERNAL COMBUSTION ENGINE PROPELLING A VESSEL PROVIDED WITH A SHIP''S TELEGRAPH, SAID ENGINE INCLUDING A DEVICE FOR STARTING THE ENGINE, AND A DEVICE FOR ADJUSTING THE FUEL SUPPLY TO THE ENGINE, SAID SYSTEM COMPRISING: A FIRST SERVOMOTOR FOR ACTUATING SAID STARTING DEVICE, A SECOND SERVOMOTOR FOR ACTUATING SAID FUEL-SUPPLY ADJUSTING DEVICE, A CONTROL DEVICE INCLUDING MEANS MOVABLE FROM A POSITION CORRESPONDING TO NO FUEL SUPPLY TO CONSECUTIVE POSITIONS CORRESPONDING TO INCREASING FUEL SUPPLY, CONTROL-SIGNAL SUPPLY MEANS OPERATIVELY CONNECTED TO SAID CONTROL DEVICE AND TO SAID FIRST SERVOMOTOR FOR ACTUATING THE LATTER TO START THE ENGINE AND TO SAID SECOND SERVOMOTOR FOR ACTUATING SAID FUEL-SUPPLYADJUSTING DEVICE TO ADMIT FUEL TO THE ENGINE AT A RATE SUITABLE FOR STARTING, UPON MOVEMENT OF SAID MEANS OF SAID CONTROL DEVICE FROM THE POSITION CORRESPONDING TO NO FUEL SUPPLY, AN ENGINE-SPEED-RESPONSIVE DEVICE, SAID CONTROL-SIGNAL SUPPLY MEANS INCLUDING MEANS OPERATIVELY CONNECTED TO SAID ENGINE-SPEED-RESPONSIVE DEVICE FOR STOPPING CONTROL SIGNAL SUPPLY TO SAID SERVOMOTORS AND STOPPING ACTUATION OF SAID STARTING DEVICE BY THE FIRST SERVOMOTOR AND FOR STOPPING ACTUATION OF SAID FUEL-SUPPLY-ADJUSTING DEVICE BY SAID SERVOMOTOR, WHEN THE ENGINE SPEED HAS REACHED A PREDETERMINED VALUE, SAID CONTROL-SIGNAL SUPPLY MEANS INCLUDING TIMING MEANS STOPPING SUPPLY OF CONTROL SIGNALS FROM SAID CONTROL DEVICE TO SAID FIRST AND SECOND SERVOMOTORS FOR STOPPING ACTUATION OF SAID STARTING DEVICE AND OF SAID FUELSUPPLY-ADJUSTING DEVICE BY SAID SERVOMOTORS AFTER A PREDETERMINED PERIOD OF TIME AND WHEN THE ENGINE SPEED HAS REACHED A PREDETERMINED VALUE, AND ACTIVATING MEANS FOR SAID CONTROL-SIGNAL SUPPLY MEANS, SAID SHIP''S TELEGRAPH INCLUDING AN ELEMENT CAPABLE OF MANIPULATION INTO A POSITION CORRESPONDING TO REMOTE CONTROL OF THE ENGINE, SAID LAST MENTIONED ELEMENT BEING OPERATIVELY CONNECTED TO SAID ACTIVATING MEANS FOR ACTIVATING SAID CONTROL SIGNAL SUPPLY MEANS WHEN SAID ELEMENT IS IN THE POSITION CORRESPONDING TO REMOTE CONTROL OF THE ENGINE.
 9. A REMOTE CONTROL SYSTEM AS DEFINED IN CLAIM 7 FOR AN INTERNAL COMBUSTION ENGINE HAVING A REVERSING MECHANISM AND WHEREIN SAID MEANS OF SAID CONTROL DEVICE IS MOVABLE INTO A POSITION CORRESPONDING TO FORWARD DRIVE AND INTO A POSITION CORRESPONDING TO REVERSE DRIVE, SAID REMOTE CONTROL SYSTEM INCLUDING MEANS OPERATIVELY CONNECTED TO SAID CONTROL DEVICE AND TO SAID REVERSING MECHANISM FOR ACTUATING THE LATTER ACCORDING TO THE POSITION OF SAID MEANS OF SAID CONTROL DEVICE, SAID ELEMENT OF THE SHIP''S TELEGRAPH INCLUDING A CAM GROOVE, SAID REVERSING MECHANISM INCLUDING A CAM FOLLOWER ROLLER RECEIVED IN SAID CAM GROOVE, AND SAID CAM GROOVE HAVING A PORTION PERMITTING FREE MOVEMENT OF SAID CAM FOLLOWER ROLLER WHEN SAID ELEMENT OF THE SHIP''S TELEGRAPH IS IN THE POSITION CORRESPONDING TO REMOTE CONTROL OF THE ENGINE. 